Carbureter.



J. A. SPEED.

CARBURETER. APPLICATION FILED 02c. 26. 191 1.

Patented Oct. 3, 1916.

INVENTORY XrroRNBv Rf/BMW JAMES A. SPEED, OF SAN FRANCISCO, CALIFORNIA.

CARBURETER.

Application filed December 26, 1911.

T 0 all whom it may concern.

Be it known that 1, JAMES A. Qrnnn, a

' citizen of the United States, residing at San charge of mixture to the engine, it has been found necessary to further dilute this mixture with additional air, since, if the initial opening was sufficiently small to cause the requisite vacuum on the fuel nozzle at tl e minimum opening of the throttle,- it

would he toosmall to supply the engine when throttle was fully opened, also since the vacuum in the a giixing chamber would be- Y come very con erable as the throttle was opened, owin -"to the small air intake. and, as the fuelqarould flow from the nozzle subs ntlallym proportion to the vacuum while the air j: would. be greatly attenuated, the mixture would become too rich. It is doubtfill Whether an intimate mixture of maxi mum efliciency under all conditions of speed and load will ever be attained by a carburetor of such type.

n object of my invention is to provide a eureter in which the throttling o'l' ture is accomplished by decreasing the ,e of the mixing chamber.

A further object of my invention is to proe means for retarding the speed of the sion of air, while allowing the rapid closing of the same.

...A further object of my invei'ition is tr.- provide a carburetor in which the opening of the throttle valve is limited as to its rapidity of operation independently of the speed at Specification of Letters Patent.

In cases where o 'cning of the valve controlling the admis-.

'atcnte-d Oct. 3, 1916.

Serial No. 667.612

vide a carbureter having a mixing chamber, which, unless otherwise controlled, automatically increases in conducting capacity proportiomitely to the suction of the engine.

In the accompanying drawing, Figure 1 is a vertical section of the carburetor; Fig. 2 is a horizontal section on the line 2-2 of Fig. 1; 'Fig. 3 is a detail cross section on the line 33 of Fig. i, Fig. 4 is a detail side view of' thee controlling device for the plunger; Fig: 5 is a detail end view of the same; Fig. (i is a detail side view of a staple.

Referring to the drawing. 1 indicates afloat chamber within which is-containcd' a,

tloat 2 of light material, as eork, suitably pivoted, as shown at 3, to regulate. the admission of fluid fuel into said float chamber through the. fuel inlet 4. The bottom of said how chamber has a central aperture 5, through which passes a cylindrical portion U of thebody of the carbureter which forms the wall of a dash pot, a nut 7 being screwed upon the reduced lower end of said portion (3 and clamping the bottom of the float chamber against the shoulder 8 formed by said reduced end. Held securely by a tight fit in the wall of the dash pot is a fuel conduit 9, the enlarged lower portion of which forms the bottom of the dash pot. the channel of which conduit 9 communicates with the float chamber through registering conduits 10 formed through said fuel conduit and the cylindrical portion 6. Fitting snugly in said dash pot is a plunger 11. the, top of which is, by spider arms 12, integrally connccted with a valve 13. Said plunger is formed with a central vertical conduit 1% closed atthe upper end. The lower portion of said conduit is enlarged and closely surrounds the upper reduced portion of the fuel conduit. A. oonduit 60, having an inner restricted portion 61, leads from the float chamber into the, bottom of the dasl'i pot. A hall valve 62 closes the entrance to said restricted portion and prevents gasolene flowin; inwardly in said conduit, although permitting it to low rapidly outward therethrough. A minute conduit 63 permits gasolene to flow inwardly past said ball.

In the bottom of, .the fuel conduit is screwed a screw 15. the upper end of which is split and formed with a socket, and with Eli inwardly extending lips 16. These lips are adapted to snap into, and engage, a groove 17 in the lower end of a tapering pin 18, and thus removably hold said pin in said socket. Said pin extends upwardly in the fuel conduit, and, passing into the lower end of the conduit 14 in the plunger, limits the size of the entrance into said fuel conduit 14 to a greater or less extent dependently upon the size and taper of said pinand the extent to which the screw 15 is screwed up or down withinthe fuel conduit. By reason of the taper in the pin 18, the size of the passage up the conduit in the plunger increases as said plunger rises, which rise is caused in the manner, hereinafter explained. Said conduit in the plunger connects with a plurality -of vertically el ongated openings 20 extending radially or transversely through said plunger, four such openings being here shown, which discharge at their outer end into an annular chamber 21, formed in the outer surface of the plunger. Said chamber 21 is of considerable height, so that it is adapted in every position of the plunger to.

communicate with a considerable number of ports 22 (Fig. 2) leading through the wall of the dash pot into an annular recess or fuel discharge chamber 23 formed in the carbureter body. Said chamber or recess 23 -is closed on its outer side by a wall 24, depending from the valves 13 hereinbefore described as formed integral with the plunger, and the upper side of said chamber 23 is formed partly by a horizontal extension 25 from the dash pot, and partly by the lower'side of said'valve, the bottom of said chamber being formed by a horizontal radial extension 32 from the wall 6. The outer side of said valve is conical and tapers downwardly, and it is seated in a conical downwardly tapering seat 26 formed in the inner wall 27 of the carbureter body, the outer wall 28 of-said carbureter body forming with said inner wall. awater jacket29 having a water inlet 30'and outlet 31. The lowermost position of said valve, as determined by its outer wall being in contact with its seat, is such that the lower edge of the depending wall 24 of said valve very closely approaches the horizontal, radial extension 32. In practice I have found a distance of one-thirtysecond r of an inch to be satisfactory.- -Througlthe dash pot are formed a suitable number ofair ports 33 terminating at said wall. Around the dash pot is shutter 34, having openings adapted to register with said ports and having an outwardly extend; ing lug 35 by which, through any suitable means, said shutter can be rotated to close more or less said air ports in case it is required to do so. Between the valve 13 and the dash pot is an auxiliary valve or cone 36. surrounding the dash pot, and ,which can s ide vertically thereon, and can rest upon bent extension 56 of the pivot said horizontal portion 25, the outer wall said cone tapering upward, and being adapt} ed to fit within an upwardly tapering inner wall of the main valve. The upper move: ment of said auxiliary valve is limited by a shoulder 37 in its inner side abutting against the lower edge of a split nut 38 screwed upon the'outer side of the tubular portioii of the dash pot.

40 indicates a substantially conical or upwardly convergent cover adapted to be se cured in the usual manner to the induction pipe, not shown. The lower circular edge of said cover fits upon the upper edge of the mixing chamber casing, and said coveris secured thereto by means of. the inwardly extending upper edge of a clamping ring 41, which is screwed on to an external thread,42 formed upon the mixing chamber casing. Said cover is .formedwith a horizontal box 43 having an eccentric bearing, and also formed at its outer end with a hexagonal head 44 to permit it to be turned in said box to adjust the bearing to any position desired and thus to regulate the extent of the minimum opening .forthc admission of fuel mixture to the induction pipe. Through said bearing extends a shaft 45. Upon the outer end of said shaft is secured a split brass sleeve 46, and around said sleeve is clamped by a screw. 47 the split end of an arm 48, adapted to be connected with opei-a tive means leading to a distant point. The screw 47 through the" split end of the permits the arm to be secured thereon at any position on the sleeve. The sleeve 46 forms a shoulder upon the shaft for preventing longitudinal movement thereof and likewise, provides a larger bearing surface for the purpose of securing, the arm against rotation on said shaft. To the inner end of said shaft 45 is rigidly secured a crank arm 49 formed of two parallel plates. between the ends of which is pivoted, by a pivot-pin 50, a linli 51, the end of which is pivoted between ends of two parallel arms 52 pivoted a lug 53 formed on the inner surface oft, cover. 54 past its pivotal union with the crank and; to provide means for lowest position, which means a staple 55 passed through crank arm, which staple is tained in position by means of comprise alsij hole'sin normally re? an upwardly pivotally connects the crank arm to the link. By turning said pivot pinso that said. ex} tension 56 1S outof the way of said staple, said staple can be removed and its position; changed. Said staple is arm 57 longer thanthe other, so that, when saidsgaple is removed andturned half way aroun pin 50 which ibis vSaid link has an upward extensiojii i arresting it in formed with one and replaced imposition, and also the extension 54 of the link is placed upon the oher side of the crank arm, the movement of the link is on the opposite side of the shaft to that on which it was formerly. The object of providing this alternative arrangement is to enable the device to be used with a link or' other mechanism which is either pushed toward the device, or pulled from it.

It will be observed that there is no direct connection between the lower end of the link "and the valve 13, so that said link and the parts connected thereto do not constitute m'eans'for lifting the valve, but only means for arresting the valve in its upward movement, and for determining the extent beyond which it cannot open. The valve 0 erates automatically by the suction of t e engine, the function of the link and the parts cooperating therewith bein merely to provide means for closing and %or limiting, when desired, and to any extent desired, the movement of said valve.

The following is believed to be the mode of operation of the carbureter:The first eifect of the starting of the engine is to raise the auxiliary valve 36 (which is comparatively light) and thus,.unless the split nut has beenscrewed too far down, to close the annular passage, 58 betwen said auxil iary and main valve. Immediately thereafter the main valve 13 is drawn up by the suction of the engine, opening the 'passage 59 between said main valve and its seat. The

' ga'solene contained within the slotted openings 20, annular chamber 21, and connecting ports 22, and annular chamber 23, is drawn out therefrom through ports 19 in said'depending wall 25 and upwardly in said passage 59 and at the same time air ,is drawn through theports 33 and beneath the lower edge of the depending wall24, and, as the main valve is lifted higher by the suction of the engine, the opening between the lower edge of the wall and the extended portion 32 of the dash pot is increased, and consequently more air is admitted to mix with the. gasoleiie. Part of the mixture also esca )es from the annular chamber 23, by the conhcal passage 58 between the auxiliary and main valves. These passages 58, 59, are increased. ,ln size as the lift of the valve increases.

The chief purpose of the auxiliary valve 36 is to prevent danger from back-firing.

For the first effect of baclcfiring is'to force both valves to their lowest position, and the annular conical passage 58, which is open when both valves are in their lowest posi" tions, this furnishes a vent for the gases, in case of back-firing of the engine, andpermitssaid gases to escape through the air ports into the atmosphere, while entirely preventing the passage of flame to the fuel chamberlil, owing to the narrowncss of the opening and the cooling effect of the walls.

I have herein, for the sake of brevity,

consists in the construction of the mixing chamber, by which term I mean to include those portions of the carbureter above the level at which the incomin current of air meets the gasolene, principa ly the two annular conicalprssages 58, 59, as far as to the upper ends of said passages. The annular conical passages 58, 59, constitute the mixin chamber of my improved carburetor, for alfiiough the infiowing current of air meets the gasolene somewhat below the lower ends of saidpassages yet the mixing effect produced below said passages is very small, and may be neglected. This mixing effect is caused b the friction of the gases with the walls 0 said passages, which is considerable, because said passages, even when o encd to their fullest extent, are notmore t an i,- of an inch in width for an inch and a half carbureter. This frictional resistance to the flow of the gases tends to repeatedly reflect said gases from their straightforward direction and thus causes them to comrningle with each other, to insure which effect being produced I may sometimes form the Walls of these passa es with horizontal circular r oves. One ieatureof my invention which T elieve to be novel, an which is of ex: treme importance, is that these passages 58, 59, which constitute practically the entire mixing chamber, continually increase in transverse size, unless otherwise controlled, as the suction is increased, because the pairs of parallel walls by which these passages are formed are oblique to the direction of movement of said movable walls. Consequently, as said movable walls move upward, while still remaining parallel with the stationary walls, they separate there-- frqim and the passages increase in transverse size, in proportion as said upward m' vement increases, Now this feature of m invention differs from prior construc-. structions in that, in said prior construc tions, so far as I am aware, it was only the inlet or outlet openings of said passages that were. increased or diminished insize to vary the. supply of mixture. The passages themselves were not so increased or dimin- \ished. Such prior constructions, thereore, resulted in lack. of uniformity in the speed of the mixture, fsaid mixture passing said inlets or outlets at a high speed, and, after or before making the passsage, moving at a comparatively slow speed. This had the effect of producing condensat on of the gasolene vapor, technically lnown as loading of the carburetenon arriiving at the enlarged portions ofsaid passages, and in which their velocity was gireatly reduced, and this effect was espe- 'c ially noticeable when running the engine at low speeds Nowit will be observed that with inyeonstruction thesepassages 5Q, 59, which, as before stated, constitute the mixing chamber, are at all times smaller than the entrance to said, passages, which is list the opposite to the, prior constructions.

Consequently there can be no condensation of the gasolene "apor due to checking of the speed. I amthus the first, sofar as I am aware, to provide a mixing chamber which increases in transverse size automatically' with the suction of the-engineand .vvhich is therefore so constructed as to permit 21 substantially uniform speed of the gases at all times.' Y 3 A further important feature of: my invention consistsin the verv accurate and automatic proportioning at all times of the gasoleneiiapor,'partly because the air '55 I A gasol'ene to theamount of air-admitted, so

that the mixture is of substantially uniform quality, as well as of quantit-y exaettv that required for the supply to the engine. This is oceasionedby the" fact that it is the 'current of air only, greater or less according to th'edegree of suction of the engine, which induces a supply" of gasolene. Consequently, if the engine slows down. as under ;heavyload, so that-thesuction produced thereby decreases, and the plunger or valvefdrops, and the induced. current of air also decreases.- then simultaneously therewith there, willbea reduction in the amount ofga'solene vapor carried by said current of 1 air into the pz'iss'ages 58,59, constituting-the mixing chamber, "which passages also;eorrespondingly decrease in size, thus main-f ta'iningthe velocity of the mixture approxi-f,

mately constant. Aiver'y important the external controlling means may he moved. Thisdash-pot also limits the speedof opening of the air valve, which is: integral w th the throttle. valve. vacuum isapphed above valve I i. sald valve is raised by the pressure of the air and gasolene vapor flowing against its under surface. If this 'Hebe-suddenly opened.

there is a tendency; during the period of vsuction producedin the dash-pot by the lifting of the plunger integral \vith'this ated above, there are others serial no.

feature of my inven tion is ;the employment of a dash-pot to 'limit the speed ofopening of the throttle valve"independently 'of the speed at which,

inen a valve, time is'allowed for the gasification of. the requisite amount of gasolene to" keep the mixture of substantially constant pro portions; and the equally slow opening of the air valve is alsoo't z-issistance in producing this result.

An important feat-lug; of the invntiohis that no air-can obtain access .tothe' hearing of the plunger withln the c -'llndrical wall of'the dash pot either above or below the vapor chamber. The eonseque iee is that Q the inner wall oftlie dash pot is, atall times. and throughout its entire l'ength, 111-:

brieated with gasoleIie, eit-lie'r win-king up from the dash' pot,jor' condensml from the gasolene vapor in the.vapoi chamber. The 1 re ult is that theplnnger moves very sensitiv'elv to variationsiii-suction of the'engine, and thus also the supply of mixtureis very v accurately proportioned to that required for Moreover the wean operating theengiz'ic r ing of tll0 parts is very slight It'willthus be clear that the dash pot and itsplunger exercise.control of the valvepern'iitting its rapid deseentbutsh w ascent andtherefore perniitting.a'- quick rgflu'rtiorn hile coinpelhng a slower increase ln'lllle volume ofthe mixing chamben [n addition "to the improvements enumermy carbureter,whlel'i howeve are ina le the subject, of.

a1 ate; applicatioii by me- I 10,3.t3, filedFebruary. 23rd, nchattention [is directed, and ed as YKS.LettersiPatent n luly. (5th, 1. 15,

ieiaini l; -A carlinreter fuifllleal; chamber, a "gasoleiie conduit: discharging, into said (filml[ll)(5[ l\l(zlli3 for conducting air to mix with fuel in thorouter part'of said ehamber, said earlulreter being formed with a conical wall abovesaid chanibcr, and a movable elenu'nt adapted to beQmoved hy the suctionof the eng ine-alldhaving a conical wall sulistantiallvparalleiavith the first namedl wall, the lower end "of the annular ,space between said walls beingiconnected with. a. vapor chamhe co'rporated in with a vaporaf gasolen e "conduit I -iis'elnu'ging into said el'ianiber, means 'for.rondncting air to mix with fuel in the outer part of said" chamber, said carburetor heing formed 'with a eonuzalu'all above sa d el'ramber and coadaptedto he" moved bribe-suction of the engine. andfhaving a conical wall substantially parallel with the first nametlwall, the

lower end of thc'annular space, between said walls being connected with said chamber.

3. it carburetor formed with av vapor chamber and provided with a gasolene c0naXia'l ;therewith, and a movable element,

chamber and provided with gasolene con-- duitdischarging into said chamber, means for admitting air to said ehambc' at points remote from said conduit, a movable element adapted to be raised by the suction of the engine, said element and the carbureter having each a plurality of walls forming together a plurality of annular pass egos, said passages communicating at then lower ends with the bhamber to form mixing chamber sections, said sections increasing in transverse size as said element is raised.

5. A carburetor formed with a vapor chamber and provided with a gacoienc conduit discharging into said chamber, means for admitting air at parts remote from said conduit, a movable element adapted to be moved by the suction of the engine. said element and the earburcter having Walls forming a narrow annular passage, said passage increasing in transverse size when said element is so moved.

6. A carbureter having a vapor chamber, means for supplying liquid gasolene thereto, a device adapted to be moved by the suction of the engine, said device forming with a wall of the carburetor a mixing chamber communicating with said chamber, means for conducting air to said fuel discharge chamber, at a point remote from the entrance thereinto of liquid gasolene, and means for preventing a rapid nu 'emrnt of said device when the suction of the en jine is applied thereto to enlarge said mixing chamber, while permitting a rapid movement in the other direction.

7. A carburetor having a vapor chamber, means for supplying liquid gasolene thereto, a device forming with a Wall of the carbureter a mixing chamber communicating with said chamber. means for conducting air to said fuel discharge chamber it a point remote from (he entraru'e tbercinto of liquid gasolene, said earbi'u'eter being t rmed with a dash pot having a couumuiication with the liquid supply of gasoiene and said device having, a part movable in said dash pot. and a alve in said dash pot iireveuting the too rapid movement of said liquid gusolene into the dash pot when said device is moved by the suction of the engine but permitting its rapid movement therei'ri'un.

8. A carbureter having a vapor chamber and means for conducting: gasolene into said chamber, means for conducting: air into said chamber at a point remote from the gasolene entrance, a movable element arranged to be moved by the suction of the engine and forming, with stationary portions of the earbureter, a mixing chamber into which gasolene vapor and air are adapted to be drawn by said suction, said fuel discharge chamber being formed with a restricted pas sage between the parts at which the gaso lene and air enter.

A carburetor having a heat chamber and a heat therein. and formed with a vapor chamber. a gasolene conduit conducting liquid gasolene to said F'hambcr, means for conducting air to the outer portions of said chamber, a movable device adapted to be moved by the suction of the engine and forming with stationary portions oi the carbureter a mixing chamber leading, from said chamber, the outlet of said conduit into said fuel discharge chamber being higher than the level of the gasolene in the float chamber as determined by the float therein,

10. A c: rbul'eter having a vapor ehan'iber, means for conducting gasoleno into said chamber, means for conducting air to the outer portions of said chamber, a movable clement adapted to be moved by the suction of the engine, said movable element and carbureter having walls forming a mixing chamber lea-ling from the tuei discharg chamber, the carburetor being formed with a dash pot and said element having a plun- Qfer in said dash pot,

In testimony whereof l have hereunto set my hand in the presen e of two subs ribing witnesses.

JAMES A. SPEED.

Witnesses Funnels M. \Vn'iou'r, D. B, Rutirmns 

